CN110294064B - Control device for human-powered vehicle - Google Patents

Control device for human-powered vehicle Download PDF

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Publication number
CN110294064B
CN110294064B CN201910216968.0A CN201910216968A CN110294064B CN 110294064 B CN110294064 B CN 110294064B CN 201910216968 A CN201910216968 A CN 201910216968A CN 110294064 B CN110294064 B CN 110294064B
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China
Prior art keywords
human
powered vehicle
powered
motor
driving force
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Active
Application number
CN201910216968.0A
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Chinese (zh)
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CN110294064A (en
Inventor
土泽康弘
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Shimano Inc
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Shimano Inc
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M6/00—Rider propulsion of wheeled vehicles with additional source of power, e.g. combustion engine or electric motor
    • B62M6/40—Rider propelled cycles with auxiliary electric motor
    • B62M6/45—Control or actuating devices therefor
    • B62M6/50—Control or actuating devices therefor characterised by detectors or sensors, or arrangement thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/20—Electric propulsion with power supplied within the vehicle using propulsion power generated by humans or animals
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
    • B62J43/00—Arrangements of batteries
    • B62J43/10—Arrangements of batteries for propulsion
    • B62J43/13—Arrangements of batteries for propulsion on rider-propelled cycles with additional electric propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
    • B62J45/00—Electrical equipment arrangements specially adapted for use as accessories on cycles, not otherwise provided for
    • B62J45/20—Cycle computers as cycle accessories
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
    • B62J50/00—Arrangements specially adapted for use on cycles not provided for in main groups B62J1/00 - B62J45/00
    • B62J50/20—Information-providing devices
    • B62J50/21—Information-providing devices intended to provide information to rider or passenger
    • B62J50/22—Information-providing devices intended to provide information to rider or passenger electronic, e.g. displays
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M6/00—Rider propulsion of wheeled vehicles with additional source of power, e.g. combustion engine or electric motor
    • B62M6/40—Rider propelled cycles with auxiliary electric motor
    • B62M6/45—Control or actuating devices therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M6/00—Rider propulsion of wheeled vehicles with additional source of power, e.g. combustion engine or electric motor
    • B62M6/40—Rider propelled cycles with auxiliary electric motor
    • B62M6/55—Rider propelled cycles with auxiliary electric motor power-driven at crank shafts parts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/12—Bikes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/60—Navigation input
    • B60L2240/64—Road conditions
    • B60L2240/642—Slope of road
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Abstract

The invention provides a control device for a human-powered vehicle, which can appropriately control a motor. The control device for a human-powered vehicle includes a control unit that controls a motor that assists propulsion of the human-powered vehicle, based on human-powered driving force input to the human-powered vehicle, and the control unit changes a response speed of the motor with respect to a change in the human-powered driving force, based on a parameter, the parameter including at least one of a running resistance of the human-powered vehicle, a torque of the human-powered driving force, a gear ratio of the human-powered vehicle, a size of a wheel of the human-powered vehicle, an air resistance coefficient, a value related to a front projected area of an occupant of the human-powered vehicle, a wind speed, a rolling resistance coefficient, a value related to a weight of a load of the human-powered vehicle, and an acceleration of the human-powered vehicle.

Description

Control device for human-powered vehicle
Technical Field
The present invention relates to a control device for a human-powered vehicle.
Background
For example, a control device for a human-powered vehicle disclosed in patent document 1 controls a motor based on an output of a detection unit.
Documents of the prior art
Patent document
Patent document 1: japanese laid-open patent publication No. 10-59260
Disclosure of Invention
The invention aims to provide a control device for a human-powered vehicle, which can appropriately control a motor.
A control device for a human-powered vehicle according to a first aspect of the present invention includes a control unit that controls a motor that assists propulsion of the human-powered vehicle, based on human-powered driving force input to the human-powered vehicle, and the control unit changes a response speed of the motor with respect to a change in the human-powered driving force, based on a parameter that includes at least one of a running resistance of the human-powered vehicle, a torque of the human-powered driving force, a gear ratio of the human-powered vehicle, a size of a wheel of the human-powered vehicle, an air resistance coefficient, a value related to a front projected area of an occupant of the human-powered vehicle, a wind speed, a rolling resistance coefficient, a value related to a weight of a load of the human-powered vehicle, and an acceleration of the human-powered vehicle.
According to the control device for a human-powered vehicle of the first aspect, since the response speed of the motor with respect to a change in the human-powered driving force can be changed in accordance with the parameter that affects the running load, the motor can be appropriately controlled.
In the control device for a human-powered vehicle according to a second aspect of the first aspect, the control portion may increase the human-powered driving force and the response speed when the value of the parameter is greater than or equal to a first prescribed value is faster than the response speed when the human-powered driving force is increased and the value of the parameter is less than the first prescribed value.
According to the control device for a human-powered vehicle of the second aspect, the output of the motor can be increased earlier when the human-powered driving force increases and the value of the parameter is greater than or equal to the first prescribed value than when the value of the parameter is less than the first prescribed value. Therefore, when the traveling load is large, the load of the occupant can be suppressed from increasing.
In the control device for a human-powered vehicle according to the third aspect of the first or second aspect, the control unit increases the response speed when the human-powered driving force increases as the value of the parameter increases.
According to the control device for a human-powered vehicle of the third aspect, since the response speed when the human-powered driving force increases as the value of the parameter increases, the output of the motor can be increased earlier as the running load increases.
In the control device for a human-powered vehicle according to a fourth aspect of any one of the first to third aspects, the control portion may slow the response speed when the human-powered driving force is reduced and the value of the parameter is greater than or equal to a second predetermined value, than when the human-powered driving force is reduced and the value of the parameter is less than the second predetermined value.
According to the control device for a human-powered vehicle of the fourth aspect, when the human-powered driving force decreases and the value of the parameter is greater than or equal to the second prescribed value, the output of the motor can be delayed to be lowered earlier than when the value of the parameter is less than the second prescribed value. Therefore, when the traveling load is large, the load of the occupant can be suppressed from increasing.
In the manpower-driven vehicle control device according to a fifth aspect of the fourth aspect, the control unit may slow down the response speed when the manpower driving force decreases as a value of the parameter increases.
According to the control device for a human-powered vehicle of the fifth aspect, since the response speed when the human-powered driving force is reduced becomes slower as the value of the parameter increases, the output of the motor becomes harder to decrease as the traveling load becomes larger.
In the manpower driven vehicle control device according to a sixth aspect of any one of the first to fifth aspects, the control unit may increase the response speed when the manpower driving force is increased, faster than the response speed when the manpower driving force is decreased.
According to the control device for a human-powered vehicle of the sixth aspect, the output of the motor can be increased at an early stage when the human-powered driving force increases, and it is difficult to decrease the output of the motor when the human-powered driving force decreases.
In the human-powered vehicle control device according to a seventh aspect of the first to sixth aspects, the control unit may set the response speed to be different for a predetermined period from the response speed after the predetermined period has elapsed.
According to the control device for a human-powered vehicle of the seventh aspect, the response speed until and after the lapse of the predetermined period can be set to a response speed suitable for each time zone.
In the control device for a human-powered vehicle according to an eighth aspect of the seventh aspect, the control unit may increase the response speed when the human-powered driving force increases after the predetermined period of time elapses, faster than the response speed when the human-powered driving force increases during the predetermined period of time.
According to the control device for a human-powered vehicle of the eighth aspect, the output of the motor can be increased earlier after the lapse of the prescribed period and when the human-powered driving force increases than before the lapse of the prescribed period and when the human-powered driving force increases.
In the manpower-driven vehicle control device according to a ninth aspect of the seventh or eighth aspect, the predetermined period is a period from the start of driving of the motor until a first time elapses.
According to the control device for a human-powered vehicle of the ninth aspect, the response speed from the start of the driving of the motor until the first time elapses and the response speed after the first time elapses from the start of the driving of the motor can be set to the response speed suitable for each time zone.
In the manpower-driven vehicle control device according to a tenth aspect of the seventh or eighth aspect, the manpower-driven vehicle includes a crank to which the manpower driving force is input, and the predetermined period is a period from the start of driving of the motor until a rotation amount of the crank reaches a predetermined amount.
According to the control device for a human-powered vehicle of the tenth aspect, the response speed from the start of the driving of the motor until the rotation amount of the crank reaches the predetermined amount and the response speed from the start of the driving of the motor until the rotation amount of the crank reaches the predetermined amount can be set as the response speeds suitable for each time zone.
In the human-powered vehicle control device according to an eleventh aspect of any one of the first to tenth aspects, the control unit includes a filter unit that performs a filter process on a control command for the motor, and the control unit changes the response speed by changing a time constant included in the filter unit.
According to the control device for a human-powered vehicle of the eleventh aspect, the response speed can be appropriately changed by changing the time constant included in the filter unit.
A control device for a human-powered vehicle according to a twelfth aspect of the present invention includes a control unit that controls a motor that assists propulsion of the human-powered vehicle, wherein the control unit starts driving of the motor in accordance with an operation of an operation unit and changes a change speed of an output of the motor in accordance with a parameter, the parameter including at least one of a running resistance of the human-powered vehicle, a gear ratio of the human-powered vehicle, a size of a wheel of the human-powered vehicle, an air resistance coefficient, a wind speed, a rolling resistance coefficient, and a value relating to a weight of a load of the human-powered vehicle.
According to the control device for a human-powered vehicle of the twelfth aspect, when the driving of the motor is started in accordance with the operation of the operation unit, the speed of change of the output of the motor can be changed in accordance with the parameter that affects the running load.
In the manpower-driven vehicle control device according to a thirteenth aspect of the twelfth aspect, the control unit increases the change speed as the value of the parameter increases.
According to the control device for a human-powered vehicle of the thirteenth aspect, the output of the motor can be increased earlier as the traveling load is larger.
In the manpower-driven vehicle control device according to a fourteenth aspect of the twelfth or thirteenth aspect, the control unit includes a filter unit that performs a filter process on a control command for the motor, and the control unit changes the change speed by changing a time constant included in the filter unit.
According to the control device for a human-powered vehicle of the fourteenth aspect, the response speed can be appropriately changed by changing the time constant included in the filter unit.
In the human-powered vehicle control device according to a fifteenth aspect of the first to fourteenth aspects, the running resistance includes at least one of an air resistance, a rolling resistance of wheels of the human-powered vehicle, a gradient resistance of a running road of the human-powered vehicle, and an acceleration resistance of the human-powered vehicle.
According to the control device for a human-powered vehicle of the fifteenth aspect, the motor can be controlled in accordance with the running resistance including at least one of the air resistance, the rolling resistance of the wheels of the human-powered vehicle, the slope resistance of the running road of the human-powered vehicle, and the acceleration resistance of the human-powered vehicle.
The control device for a human-powered vehicle according to a sixteenth aspect of any one of the first to fifteenth aspects further includes a detection unit configured to detect the parameter.
According to the control device for a human-powered vehicle of the sixteenth aspect, the parameter can be appropriately detected by the detection unit.
ADVANTAGEOUS EFFECTS OF INVENTION
The control device for a human-powered vehicle according to the present invention can appropriately control a motor.
Drawings
Fig. 1 is a side view of a human-powered vehicle including a control device for a human-powered vehicle according to a first embodiment;
fig. 2 is a block diagram showing an electrical configuration of a control device for a human-powered vehicle of the first embodiment;
fig. 3 is a block diagram showing an electrical configuration of the first detection part and the control part of fig. 2;
fig. 4 is a flowchart of a process of setting a response speed executed by the control section of fig. 2;
fig. 5 is a graph showing a first example of the relationship between time and gain stored in the storage section of fig. 2;
fig. 6 is a graph showing a second example of the relationship between time and gain stored in the storage section of fig. 2;
fig. 7 is a flowchart of a process of setting the response speed of the modification of the second embodiment;
fig. 8 is a graph showing a first example of the relationship between the rotation amount of the crank and the gain stored in the storage unit of the second embodiment;
fig. 9 is a graph showing a second example of the relationship between the rotation amount of the crank and the gain stored in the storage unit of the second embodiment.
Detailed Description
(first embodiment)
Referring to fig. 1 to 6, a control device 40 for a human-powered vehicle according to a first embodiment will be described. Hereinafter, the control device 40 for the human-powered vehicle will be simply described as a control device 40. The control device 40 is provided in the human-powered vehicle 10. The human-powered vehicle 10 is a vehicle that can be driven by at least human-powered driving force. The human powered vehicle 10 includes, for example, a bicycle. The human-powered vehicle 10 is not limited to the number of wheels, and includes, for example, a unicycle and a vehicle having three or more wheels. Human-powered vehicles include, for example, mountain bikes, road bikes, city bikes, freight bikes, and recumbent bikes. In the following, the embodiment will be described with reference to the human-powered vehicle 10 as a bicycle.
As shown in fig. 1, the human powered vehicle 10 includes a crank 12. The human powered vehicle 10 also includes a drive wheel 14 and a frame 16. The crank 12 receives a manual driving force H. The crank 12 includes: a crank shaft 12A rotatable with respect to the frame 16; and crank arms 12B provided at both ends in the axial direction of the crank shaft 12A, respectively. A pedal 18 is coupled to each crank arm 12B. The drive wheel 14 is driven by rotation of the crank 12. The drive wheel 14 is supported on a frame 16. The crank 12 and the drive wheel 14 are coupled by a drive mechanism 20. The drive mechanism 20 includes a first rotating body 22 coupled to the crank shaft 12A. The crankshaft 12A and the first rotating body 22 may be coupled by a first one-way clutch. The first one-way clutch is configured to rotate the first rotating body 22 forward when the crank 12 rotates forward, and not to rotate the first rotating body 22 backward when the crank 12 rotates backward. The first rotating body 22 includes a sprocket, a pulley, or a bevel gear. The drive mechanism 20 further includes a coupling member 26 and a second rotating body 24. The coupling member 26 transmits the rotational force of the first rotating body 22 to the second rotating body 24. The coupling member 26 includes, for example, a chain, a belt, or a transmission shaft.
The second rotating body 24 is coupled to the drive wheel 14. The second rotating body 24 includes a sprocket, a pulley, or a bevel gear. Preferably, a second one-way clutch is provided between the second rotating body 24 and the drive wheel 14. The second one-way clutch is configured to rotate the drive wheel 14 forward when the second rotating body 24 rotates forward, and not to rotate the drive wheel 14 backward when the second rotating body 24 rotates backward.
The human powered vehicle 10 includes front and rear wheels. The front wheel is mounted to the frame 16 via a front fork 16A. The handlebar 16C is coupled to the front fork 16A via the stem 16B. In the following embodiments, the rear wheels are described as the drive wheels 14, but the front wheels may be the drive wheels 14.
As shown in fig. 1 and 2, the human-powered vehicle 10 further includes a battery 28, a motor 30, a drive circuit 32 of the motor 30, a transmission 34, an actuator 36 of the transmission 34, and an operation portion 38.
The battery 28 includes one or more cells. The battery cell includes a rechargeable battery. The battery 28 is provided in the human-powered vehicle 10, and supplies electric power to other electrical components electrically connected to the battery 28 by wires, such as the motor 30 and the control device 40. The battery 28 is connected to the control section 42 by wire or wireless communication. The battery 28 can communicate with the control unit 42 by, for example, Power Line Communication (PLC). Battery 28 may be mounted to the exterior of frame 16, or at least a portion thereof may be housed within frame 16.
The motor 30 constitutes a drive unit together with a drive circuit 32. Preferably, the motor 30 and the drive circuit 32 are provided in the same housing. The drive circuit 32 controls the electric power supplied from the battery 28 to the motor 30. The drive circuit 32 is connected to the control unit 42 of the control device 40 by wire or wireless communication. The drive circuit 32 can communicate with the control unit 42 by serial communication, for example. The drive circuit 32 drives the motor 30 in accordance with a control signal from the control unit 42. The motor 30 assists in the propulsion of the human powered vehicle 10. The motor 30 includes an electric motor. The motor 30 is provided as a power transmission path or front wheel that transmits rotation to the human-powered driving force H from the pedals 18 to the rear wheels. The motor 30 is provided to the frame 16, rear wheels, or front wheels of the human powered vehicle 10. In one example, the motor 30 is combined with a power transmission path from the crank shaft 12A to the first rotating body 22. Preferably, a power transmission path between the motor 30 and the crank shaft 12A is provided with a one-way clutch so that the motor 30 is not rotated by the rotational force of the crank 12 when the crank shaft 12A is rotated in the direction in which the human-powered vehicle 10 is advanced. In the case where the motor 30 and the drive circuit 32 are provided, a configuration other than the motor 30 and the drive circuit 32 may be provided, and for example, a reduction gear that reduces the speed and outputs the rotation of the motor 30 may be provided.
The transmission 34 and the actuator 36 together constitute a transmission device. The transmission 34 is used to change a speed change ratio B, which is a ratio of the rotational speed of the drive wheels 14 relative to the rotational speed of the crank 12. The transmission 34 is configured to be able to change the gear ratio B of the human-powered vehicle 10. The transmission 34 is configured to be able to change the speed ratio B stepwise. The actuator 36 causes the transmission 34 to perform a shifting action. The transmission 34 is controlled by the control unit 42. The actuator 36 is connected with the control section 42 by wire or wireless communication. The actuator 36 can communicate with the control unit 42 by, for example, Power Line Communication (PLC). The actuator 36 causes the transmission 34 to perform a shifting operation in accordance with a control signal from the control unit 42. The transmission 34 includes at least one of an inner transmission and an outer transmission (derailleur).
The operation portion 38 is operated to drive the motor 30. The operation unit 38 is connected to the control unit 42 by wire or wireless communication. The operation unit 38 can communicate with the control unit 42 by, for example, Power Line Communication (PLC). The operation unit 38 includes, for example, an operation member, a sensor for detecting the operation of the operation member, and an electric circuit for communicating with the control unit 42 based on an output signal of the sensor. By operating the operation member by the user, the operation section 38 transmits an output signal to the control section 42. The sensor for detecting the operation member and the operation thereof includes a push switch, a lever switch, or a touch panel.
As shown in fig. 2, the control device 40 includes a control section 42. In the present embodiment, the control device 40 further includes a detection unit 44. In the present embodiment, the control device 40 further includes a storage unit 46. In the present embodiment, the control device 40 further includes a torque sensor 48, a crank rotation sensor 50, and a vehicle speed sensor.
The control unit 42 includes a calculation processing device that executes a preset control program. The operation Processing device includes, for example, a CPU (Central Processing Unit) or an MPU (micro Processing Unit). The control section 42 may include one or more microcomputers. The control unit 42 may include a plurality of operation processing devices separately arranged at a plurality of positions. The storage unit 46 stores various control programs and information used for various control processes. The storage unit 46 includes, for example, a nonvolatile memory and a volatile memory. The control unit 42 and the storage unit 46 are provided in a housing provided with the motor 30, for example. The control section 42 may include the drive circuit 32.
The torque sensor 48 is provided in a housing provided with the motor 30. The torque sensor 48 detects a torque TH of a manual driving force H input to the crank 12. The torque sensor 48 is provided on the upstream side of the first one-way clutch when the first one-way clutch is provided in the power transmission path, for example. The torque sensor 48 includes a strain sensor, a magnetostrictive sensor, or the like. The strain sensor comprises a strain gauge. When the torque sensor 48 includes a strain sensor, the strain sensor is preferably provided at an outer peripheral portion of the rotating body included in the power transmission path. The torque sensor 48 may include a wireless or wired communication section. The communication unit of the torque sensor 48 is configured to be able to communicate with the control unit 42.
The crank rotation sensor 50 detects the rotation speed N of the crank 12. The crank rotation sensor 50 is mounted to the frame 16 of the human powered vehicle 10 or a housing provided with the motor 30. The crank rotation sensor 50 is configured to include a magnetic sensor that outputs a signal corresponding to the intensity of the magnetic field. A ring-shaped magnet having a magnetic field strength varying in the circumferential direction is provided in the crankshaft 12A or in a power transmission path from the crankshaft 12A to the first rotating body 22. The crank rotation sensor 50 is connected to the control section 42 by wire or wireless communication. The crank rotation sensor 50 outputs a signal corresponding to the rotation speed N of the crank 12 to the control unit 42. The crank rotation sensor 50 may be provided in a power transmission path of the manual driving force H from the crank shaft 12A to the first rotating body 22, so as to rotate integrally with the crank shaft 12A. For example, when a one-way clutch is not provided between the crankshaft 12A and the first rotating body 22, the crank rotation sensor 50 may be provided to the first rotating body 22.
The vehicle speed sensor 52 detects a vehicle speed V of the human-powered vehicle 10. The vehicle speed sensor 52 detects the rotational speed of the wheels. The vehicle speed sensor 52 is electrically connected to the control unit 42 by wire or wireless. The vehicle speed sensor 52 is connected to the control unit 42 by wire or wireless communication. The vehicle speed sensor 52 outputs a signal corresponding to the rotation speed of the wheel to the control unit 42. The control unit 42 calculates a vehicle speed V of the human-powered vehicle 10 based on the rotation speed of the wheels. When the vehicle speed V is greater than or equal to the predetermined value, the control unit 42 stops the motor 30. The predetermined value is, for example, 25Km or 45Km per hour. Preferably, the vehicle speed sensor 52 includes a magnetic spring or a hall element constituting a reed switch. The vehicle speed sensor 52 may be configured to be attached to the rear under fork of the vehicle body frame 16 and detect a magnet attached to the rear wheel, or may be configured to be provided to the front fork 16A and detect a magnet attached to the front wheel.
The control unit 42 controls the motor 30 based on the human-powered driving force H input to the human-powered vehicle 10. The control unit 42 drives the motor 30. For example, when the operation portion 38 is operated to start driving of the motor 30 and the manual driving force H is greater than or equal to a predetermined value, the control portion 42 starts driving of the motor 30.
The control unit 42 controls the motor 30, for example, such that the assist force of the motor 30 is at a predetermined ratio to the manual driving force H. The control unit 42 may control the motor 30 such that the power WM (watt) of the motor 30 is at a predetermined ratio to the power WH (watt) of the manual driving force H, for example. The control unit 42 controls the motor 30 in a plurality of control modes in which the ratio Y of the output of the motor 30 to the manual driving force H is different. The ratio YA of the output power WM of the motor 30 to the output power WH of the human-powered driving force H of the human-powered vehicle 10 may be referred to as a ratio Y. The power WH of the manual driving force H is calculated by multiplying the manual driving force H by the rotation speed N of the crank 12. The control unit 42 may control the motor 30 such that the torque TH of the assist force output torque TM of the motor 30 becomes a predetermined ratio with respect to the manual driving force H of the manually-driven vehicle 10. A torque ratio YB of the output torque TM of the motor 30 to the torque TH of the manual driving force H of the manually-driven vehicle 10 may be represented as a ratio Y. When the output of the motor 30 is input to the power path of the human-powered driving force H via the speed reducer, the output of the speed reducer is taken as the output of the motor 30. The control unit 42 outputs a control command to the drive circuit 32 of the motor 30 based on the power WH or the torque TH of the manual driving force H. The control command includes, for example, a torque command value.
The control unit 42 controls the motor 30 so that the output of the motor 30 is equal to or less than a predetermined value. The output of the motor 30 includes an output torque TM of the motor 30. The control section 42 may control the motor 30 so that the ratio YA is less than or equal to the prescribed value YA 1. In one example, the prescribed value YA1 is 500 watts. In other examples, the prescribed value YA1 is 300 watts. The control portion 42 may control the motor 30 so that the torque ratio YB is less than or equal to a prescribed torque ratio YB 1. In one example, the specified torque ratio YB1 is 300%.
The detection unit 44 detects the parameter P. The parameter P includes at least one of a running resistance R of the human-powered vehicle 10, a torque TH of the human-powered driving force H, a gear ratio B of the human-powered vehicle 10, a size of a wheel of the human-powered vehicle 10, an air resistance coefficient C, a value related to a front projected area a of a rider of the human-powered vehicle 10, a wind speed Va, a rolling resistance coefficient M, a value related to a weight of a load of the human-powered vehicle 10, and an acceleration a of the human-powered vehicle 10. The running resistance R includes at least one of an air resistance R1, a rolling resistance R2 of the wheels of the human-powered vehicle 10, a gradient resistance R3 of the running road of the human-powered vehicle 10, and an acceleration resistance R4 of the human-powered vehicle 10.
The detection portion 44 includes at least one of a first detection portion 54, a second detection portion 56, a third detection portion 58, a fourth detection portion 60, a fifth detection portion 62, a sixth detection portion 64, a seventh detection portion 66, an eighth detection portion 68, a ninth detection portion 70, and a tenth detection portion 72. The detection unit 44 is connected to the control unit 42 by wire or wireless communication. The detection unit 44 can communicate with the control unit 42 by, for example, Power Line Communication (PLC).
The first detection unit 54 detects the running resistance R. As shown in fig. 3, the first detection portion 54 further includes a sensor 74, a sensor 76, a sensor 78, a sensor 80, a sensor 82, and a sensor 84.
The sensor 74 is used to detect at least one of wind speed and wind pressure. The sensor 74 includes one of a wind speed sensor and a wind pressure sensor. The sensor 74 is provided, for example, on the handlebar 16C of the human powered vehicle 10. Preferably, the sensor 74 is configured to be able to detect at least one of headwind and tailwind when the human-powered vehicle 10 is traveling forward.
The sensor 76 is used to detect the acceleration a in the direction in which the human-powered vehicle 10 is heading. The sensor 76 includes an acceleration sensor. The acceleration sensor may be included in a gyro sensor. The sensor 76 outputs a signal corresponding to the acceleration a in the forward direction of the human-powered vehicle 10 to the control unit 42.
The sensor 78 detects a vehicle speed V of the human-powered vehicle 10. The sensor 78 is configured similarly to the vehicle speed sensor 52. The vehicle speed sensor 52 can be used as the sensor 78, but the sensor 78 may be configured separately from the vehicle speed sensor 52.
The sensor 80 is used to detect the inclination of the human powered vehicle 10. The sensor 80 can detect the inclination angle D of the road surface on which the human-powered vehicle 10 travels. The inclination angle D of the road surface on which the human-powered vehicle 10 travels can be detected by the inclination angle in the traveling direction of the human-powered vehicle 10. The inclination angle D of the road surface on which the human-powered vehicle 10 travels corresponds to the inclination angle of the human-powered vehicle 10. In one example, the sensor 80 comprises a tilt sensor. One example of a tilt sensor is a gyroscope sensor or an acceleration sensor. In another example, the tilt detecting unit includes a gps (global positioning system) receiving unit. The control unit 42 may calculate the inclination angle D of the road surface on which the human-powered vehicle 10 travels, based on the GPS information obtained by the GPS receiving unit and the road surface gradient included in the map information recorded in advance in the storage unit 46. The tilt angle D includes the pitch angle of the human powered vehicle 10.
The sensor 82 detects a front projected area a of at least one of the human powered vehicle 10 and the occupant. The sensor 82 includes an image sensor. The image sensor is provided on, for example, a handlebar 16C of the human-powered vehicle 10, and captures an image of a passenger riding on the human-powered vehicle 10. The sensor 82 outputs image data of at least one of the human-powered vehicle 10 and the occupant to the control unit 42. The control unit 42 calculates a front projection area a of at least one of the human-powered vehicle 10 and the occupant based on the image data input from the sensor 82.
The sensor 84 is used to detect a value related to the weight of the load of the human-powered vehicle 10. The sensor 84 detects the weight of the load of the human-powered vehicle 10. The sensor 84 is provided on, for example, an axle of at least one of the front and rear wheels. In this case, the sensors 84 are preferably provided at both the front wheels and the rear wheels. For example, in a state where the human-powered vehicle 10 is suspended from the ground, the total weight m of the human-powered vehicle 10 and the load can be detected by associating the signal output from the sensor 84 with a weight of 0 (gram weight). For example, in a state where the rider is not riding in the vehicle, the weight of the rider of the human-powered vehicle 10 can be detected by associating the signal output from the sensor 84 with a weight of 0 (grammage). Preferably, the storage unit 46 stores the relationship between the information output from the sensor 84 and the weight. The sensor 84 comprises a pressure sensor or a strain gauge sensor. The sensor 84 may also detect, for example, a force applied to a seat of the human powered vehicle 10. In this case, the weight of the occupant can be detected by the sensor 84. The sensor 84 may also detect, for example, the air pressure of the tires of the human powered vehicle 10. The control unit 42 calculates the weight of the load using the air pressure of the tire. Instead of the sensor 84, an input unit capable of inputting information on the weight of the load to the control unit 42 may be provided in the control device 40. Preferably, when information on the weight of the occupant is input via the input unit, the control unit 42 stores the information on the weight of the occupant in the storage unit 46. The information related to the weight of the load includes, for example, the weight of the rider. The storage unit 46 stores information on the weight of the human-powered vehicle 10. The control unit 42 can calculate the total weight m of the human-powered vehicle 10 and the load by adding the weight of the human-powered vehicle 10 to the weight of the load.
The control unit 42 calculates the running resistance R based on the output of the first detection unit 54 and the information stored in the storage unit 46. The running resistance R includes at least one of an air resistance R1, a rolling resistance R2 of the wheels of the human-powered vehicle 10, a gradient resistance R3 of the running road of the human-powered vehicle 10, and an acceleration resistance R4 of the human-powered vehicle 10. The running resistance R is calculated based on at least one of the air resistance R1, the rolling resistance R2 of the wheels of the human-powered vehicle 10, the gradient resistance R3 of the running road of the human-powered vehicle 10, and the acceleration resistance R4 of the human-powered vehicle 10. In one example, control unit 42 calculates travel resistance R based on all of air resistance R1, rolling resistance R2, grade resistance R3, and acceleration resistance R4.
When the control unit 42 calculates the running resistance R based on all of the air resistance R1, the rolling resistance R2, the gradient resistance R3, and the acceleration resistance R4, the running resistance R is obtained by, for example, the following formula (1). The air resistance R1 is obtained by equation (2). The rolling resistance R2 of the wheels of the human-powered vehicle 10 is obtained by equation (3). The gradient resistance R3 of the road on which the human-powered vehicle 10 travels is obtained by equation (4). The acceleration resistance R4 of the human-powered vehicle 10 is obtained by equation (5).
R＝R1+R2+R3+R4…(1)
R1＝C×A×(V-Va)2…(2)
R2＝M×m×g…(3)
R3＝m×g×sinD…(4)
R4＝m×a…(5)
C represents an air resistance coefficient of at least one of the human powered vehicle 10 and the occupant. The air resistance coefficient C may be stored in the storage unit 4 in advance as an appropriate fixed value, or may be input in advance by the passenger via the operation unit 38 or the like.
A denotes a front projection area. The front projection area a can be detected by the sensor 82, and an appropriate fixed value may be stored in the storage unit 46 in advance, or may be input by the passenger through the operation unit 38 or the like in advance.
Va represents the wind speed detected by sensor 74. The wind speed Va is negative when the vehicle 10 is driven upwind with respect to the human-powered vehicle. When the sensor 74 is disposed facing the direction in which the detection portion advances so as to detect an upwind in the direction in which the human-powered vehicle 10 advances, the sensor 74 outputs a signal corresponding to V-Va. The wind speed Va may be detected by the sensor 74, and an appropriate fixed value may be stored in the storage unit 46 in advance, or may be input by the passenger through the operation unit 38 or the like.
M represents the rolling resistance coefficient of the tires of the human-powered vehicle 10. The rolling resistance coefficient M may be stored in the storage unit 46 in advance as an appropriate fixed value, or may be input in advance by the passenger via the operation unit 38 or the like.
m represents the total weight of the human-powered vehicle 10 and the load. The total weight m may be detected by the sensor 84, and an appropriate fixed value may be stored in the storage unit 46 in advance, or may be input by the passenger through the operation unit 38 or the like.
g represents the gravitational acceleration of the human-powered vehicle 10.
D represents the inclination angle of the road surface on which the human-powered vehicle 10 travels. The inclination angle D may be detected by the sensor 80, and an appropriate fixed value may be stored in the storage unit 46 in advance, or may be input by the passenger through the operation unit 38 or the like in advance.
a represents the acceleration of the human-powered vehicle 10. The acceleration a can be detected by the sensor 76, and an appropriate fixed value can be stored in the storage unit 46 in advance, or can be input by the passenger through the operation unit 38 or the like in advance.
The second detection portion 56 shown in fig. 2 is used to detect the torque TH of the manual driving force H. The second detection unit 56 has the same configuration as the torque sensor 48. The torque sensor 48 can be used as the second detection portion 56, but the second detection portion 56 may be disposed separately from the torque sensor 48. The control unit 42 calculates the torque TH of the manual driving force H based on the output of the second detection unit 56 and the information stored in the storage unit 46.
The third detection unit 58 detects the gear ratio B of the human-powered vehicle 10. The third detection unit 58 detects the operating state of the transmission 34. The third detecting portion 58 preferably includes a shift sensor for detecting the speed change ratio B. The shift sensor detects the current speed change stage of the transmission 34. The third detection portion 58 may detect at least one of an operation of the operation portion 38 that operates the transmission 34 and a control signal to the transmission 34 issued by the control portion 42. Control unit 42 calculates speed ratio B based on the output of third detection unit 58 and the information stored in storage unit 46. For example, the relationship between the gear position and the gear ratio B is stored in the storage unit 46 in advance. Thus, the control unit 42 can detect the current gear ratio B from the detection result of the shift sensor. The control unit 42 may calculate the speed ratio B based on the rotation speed of the drive wheels 14 and the rotation speed N of the crank 12. In this case, information on the circumferential length of the drive wheel 14, the diameter of the drive wheel 14, or the radius of the drive wheel 14 is stored in the storage unit 46 in advance.
The fourth detection unit 60 is used to detect the size of the wheel of the human-powered vehicle 10. The fourth detection unit 60 includes, for example, a sensor for detecting the air pressure of the tire. The fourth sensing part 60 may be provided to a valve provided to a rim of the wheel. Preferably, the fourth detection part 60 includes: a sensor that outputs a signal corresponding to air pressure inside a tire; and a wireless transmission unit that wirelessly transmits a signal of the sensor to the control unit 42. The fourth detection unit 60 is preferably provided on the drive wheels 14, and may be provided on each of the front wheels and the rear wheels. Taking as a reference the case where the air pressure of the tires is the preset air pressure, if the air pressure of the tires is lower than the preset air pressure, the control unit 42 can determine that the size of the wheels of the human-powered vehicle 10 is smaller than the reference value, and if the air pressure of the tires is higher than the preset air pressure, the control unit 42 can determine that the size of the wheels of the human-powered vehicle 10 is larger than the reference value. Information indicating the relationship between the air pressure of the tires and the size of the wheels of the human-powered vehicle 10 may be stored in the storage portion 46. In this case, the control unit 42 may calculate the size of the wheel of the human-powered vehicle 10 from the information indicating the relationship with the size of the wheel of the human-powered vehicle 10 stored in the storage unit 46 and the air pressure of the tire detected by the fourth detection unit 60.
The fifth detection portion 62 detects the air resistance coefficient C. The fifth detection unit 62 has the same configuration as the sensor 82. The sensor 82 can be used as the fifth detection portion 62, but the fifth detection portion 62 may be configured separately from the sensor 82. The control unit 42 is configured to set the front projection area a to a predetermined area as a reference, and if the front projection area a is smaller than the predetermined area, the control unit 42 may determine that the air resistance coefficient C is smaller than the reference value, and if the front projection area a is larger than the area, the control unit 42 may determine that the air resistance coefficient C is larger than the reference value. Information indicating the relationship between the air resistance coefficient C and the front projection area a may be stored in the storage unit 46. In this case, the control unit 42 may calculate the magnitude of the air resistance coefficient C based on the information indicating the relationship between the air resistance coefficient C and the front projected area a stored in the storage unit 46 and the front projected area a detected by the fifth detection unit 62.
The sixth detection unit 64 detects a value related to a front projection area a of a passenger of the human-powered vehicle 10. The sixth detection unit 64 has the same configuration as the sensor 82. The sensor 82 can be used as the sixth detection portion 64, but the sixth detection portion 64 may be disposed separately from the sensor 82. The control unit 42 calculates a value relating to the front projection area a based on the output of the sixth detection unit 64 and the information stored in the storage unit 46.
The seventh detecting unit 66 detects the wind speed Va. The seventh detection unit 66 has the same configuration as the sensor 74. The sensor 74 can be used as the seventh detection portion 66, but the seventh detection portion 66 may be disposed separately from the sensor 74. Controller 42 calculates wind speed Va based on the output of seventh detector 66 and the information stored in storage 46.
The eighth detection unit 68 detects the rolling resistance coefficient M. The eighth detection unit 68 has the same configuration as the vehicle speed sensor 52. The vehicle speed sensor 52 can be used as the fifth detection portion 62, but the fifth detection portion 62 may be disposed separately from the vehicle speed sensor 52. With reference to the case where the vehicle speed V is a preset speed, the control unit 42 increases the rolling resistance coefficient M when the vehicle speed V increases, and decreases the rolling resistance coefficient M when the vehicle speed V decreases. The rolling resistance coefficient M when the vehicle speed V is a preset speed is stored in the storage unit 46, for example. For example, the control portion 42 corrects the rolling resistance coefficient M so as to increase the rolling resistance coefficient M as the vehicle speed V increases. For example, the control unit 42 multiplies the rolling resistance coefficient M by a correction coefficient that increases as the vehicle speed V increases, thereby correcting the rolling resistance coefficient M. Preferably, the relationship between the vehicle speed V and the correction coefficient of the rolling resistance coefficient M is stored in the storage unit 46.
The ninth detection portion 70 is configured to detect a value related to the weight of the load of the human-powered vehicle 10. The ninth detection unit 70 has the same configuration as the sensor 84. The sensor 84 can be used as the ninth detection portion 70, but the ninth detection portion 70 may be disposed separately from the sensor 84. The control unit 42 calculates the weight of the load based on the output of the ninth detection unit 70 and the information stored in the storage unit 46.
The tenth detection unit 72 is configured to detect the acceleration a of the human-powered vehicle 10. The tenth detection unit 72 has the same configuration as the sensor 76. The sensor 76 can be used as the tenth detection portion 72, and the tenth detection portion 72 may be disposed separately from the sensor 76. The control unit 42 calculates the acceleration a of the human-powered vehicle 10 based on the output of the tenth detection unit 72 and the information stored in the storage unit 46.
The control unit 42 changes the response speed Q of the motor 30 with respect to the change in the manual driving force H, based on the parameter P. For example, the control unit 42 changes the amount of change of the output torque TM of the motor 30 per unit time with respect to the amount of change of the torque TH of the manual driving force H per unit time. The control unit 42 preferably includes a filter unit 86, and the filter unit 86 performs a filtering process on the control command for the motor 30. For example, the control unit 42 changes the response speed Q by changing the time constant included in the filter unit 86. The filtering section 86 includes, for example, a low-pass filter. The control unit 42 may further change the response speed Q by setting a gain that changes according to the time or the rotation angle of the crank 12 in the control command subjected to the filtering process by the filtering unit 86.
The control unit 42 makes the response speed Q1 when the human power driving force H is increased faster than the response speed Q2 when the human power driving force H is decreased. The control unit 42 increases the response speed Q1 when the human power driving force H increases as the value of the parameter P increases. The response speed Q2 at which the control unit 42 reduces the human-powered driving force H becomes slower as the value of the parameter P increases. The response speed Q1 when the human-powered driving force H increases includes a response speed Q11 when the value of the parameter P is smaller than the first prescribed value P1 and a response speed Q12 when the value of the parameter P is greater than or equal to the first prescribed value P1. The response speed Q2 when the human-powered driving force H is reduced includes a response speed Q21 when the value of the parameter P is smaller than the second prescribed value P2 and a response speed Q22 when the value of the parameter P is greater than or equal to the second prescribed value P2.
The control section 42 makes the response speed Q11 when the human-powered driving force H is increased and the value of the parameter P is greater than or equal to the first prescribed value P1 faster than the response speed Q12 when the human-powered driving force H is increased and the value of the parameter P is less than the first prescribed value P1. Hereinafter, the response speed Q11 is referred to as a first response speed Q11, and the response speed Q12 is referred to as a second response speed Q12.
The control section 42 makes the response speed Q21 when the human-powered driving force H is reduced and the value of the parameter P is greater than or equal to the second prescribed value P2 slower than the response speed Q22 when the human-powered driving force H is reduced and the value of the parameter P is less than the second prescribed value P2. The second predetermined value P2 may be different from the first predetermined value P1 or equal to the first predetermined value P1. Hereinafter, the response speed Q21 is referred to as a third response speed Q21, and the response speed Q22 is referred to as a fourth response speed Q22.
The process of setting the filter unit 86 will be described with reference to fig. 4. When power is supplied from the battery 28 to the control unit 42, the control unit 42 starts the process and proceeds to step S12 of the flowchart shown in fig. 4. As long as power is supplied and the assist function of the motor 30 is not stopped, the control portion 42 executes the processing from step S12 every predetermined cycle.
In step S12, the control unit 42 determines whether the human power driving force H is increasing. If the control unit 42 determines that the human power driving force H is increasing, the process proceeds to step S13. Specifically, when the human power driving force H of the previous control cycle is larger than the human power driving force H of the present control cycle, the control portion 42 determines that the human power driving force H is increasing.
In step S13, the control section 42 determines whether the value of the parameter P is greater than or equal to the first prescribed value P1. When the control unit 42 determines that the value of the parameter P is equal to or greater than the first predetermined value P1, the routine proceeds to step S14. When at least one of the running resistance R, the torque TH, the gear ratio B, the size of the wheel, the air resistance coefficient C, the value relating to the projected front area a, the wind speed Va, the rolling resistance coefficient M, the value relating to the weight of the load, and the acceleration a of the human-powered vehicle 10 is greater than or equal to a first predetermined value set for each of them, the control portion 42 determines that the value of the parameter P is greater than or equal to the first predetermined value P1. If the control unit 42 determines that the running resistance R is equal to or greater than the first running resistance RA, for example, the routine proceeds to step S14.
In step S14, the control unit 42 sets the filter unit 86 so that the response speed Q becomes the first response speed Q11, and ends the process. For example, the control unit 42 sets a time constant corresponding to the first response speed Q11 to the filter unit 86.
In step S13, when the control section 42 determines that the value of the parameter P is not greater than or equal to the first prescribed value P1, it proceeds to step S15. In step S15, the control unit 42 sets the filter unit 86 so that the response speed Q becomes the second response speed Q12, and ends the process. For example, the control unit 42 sets a time constant corresponding to the second response speed Q12 to the filter unit 86.
In step S12, when the control unit 42 determines that the human-powered driving force H is not increased, the routine proceeds to step S16. In step S16, the control section 42 determines whether the value of the parameter P is greater than or equal to a second prescribed value P2. When the control unit 42 determines that the value of the parameter P is equal to or greater than the second predetermined value P2, the routine proceeds to step S17. When at least one of the running resistance R, the torque TH, the gear ratio B, the size of the wheel, the air resistance coefficient C, the value relating to the projected front area a, the wind speed Va, the rolling resistance coefficient M, the value relating to the weight of the load, and the acceleration a of the human-powered vehicle 10 is greater than or equal to the second prescribed value P2 set for each of them, the control portion 42 determines that the value of the parameter P is greater than or equal to the second prescribed value P2. If the control unit 42 determines that the running resistance R is equal to or greater than the second running resistance RB, for example, the routine proceeds to step S17.
In step S17, the control unit 42 sets the filter unit 86 so that the response speed Q becomes the third response speed Q21, and ends the process. For example, the control unit 42 sets a time constant corresponding to the third response speed Q21 to the filter unit 86.
In step S16, when the control section 42 determines that the value of the parameter P is not greater than or equal to the second prescribed value P2, it proceeds to step S18. In step S18, the control unit 42 sets the filter unit 86 so that the response speed Q becomes the fourth response speed Q22, and ends the process. For example, the control unit 42 sets a time constant corresponding to the fourth response speed Q22 to the filter unit 86.
The control unit 42 makes the response speed Q in the predetermined period TX different from the response speed Q after the predetermined period TX has elapsed. The control unit 42 makes the response speed Q when the human power driving force H increases after the predetermined period TX has elapsed faster than the response speed Q when the human power driving force H increases during the predetermined period TX. The prescribed period TX is a period from the start of driving of the motor 30 until the first time t11 elapses.
In the present embodiment, the control unit 42 changes the response speed Q by setting the gain K, which changes according to the time t shown in fig. 5, in the control command subjected to the filtering process by the filtering unit 86. Fig. 5 is a graph showing a relationship between time t from the start of driving of the motor 30 and the gain K. The relationship between the time t from the start of driving of the motor 30 and the gain K is stored in the storage unit 46 as a table, a relational expression, or a graph. When the driving of the motor 30 is started, as shown in fig. 5, the gain K gradually increases from zero (0) with the lapse of time t, and when the first time t11 is reached, the gain K becomes 100%, and thereafter, the gain K is maintained at 100% until the driving of the motor 30 is stopped. The control unit 42 outputs a control command subjected to the filtering process by the filtering unit 86 at a rate of the gain K, thereby changing the response speed Q. By this processing, the control unit 42 can make the response speed Q in the predetermined period TX different from the response speed Q after the predetermined period TX has elapsed, and by combining with the processing of fig. 4, the response speed Q when the human power driving force H after the predetermined period TX has elapsed increases can be made faster than the response speed Q when the human power driving force H in the predetermined period TX increases. The relationship between the time t and the gain K may vary linearly as indicated by a solid line L10 in fig. 5, or may vary in a curved line as indicated by a two-dot chain line L20 and a two-dot chain line L30 in fig. 5.
The relationship between the time t from the start of driving of the motor 30 and the gain K may be changed according to at least one of the running resistance R, the torque TH, the gear ratio B, the size of the wheel, the air resistance coefficient C, the value related to the front projected area a, the wind speed Va, the rolling resistance coefficient M, the value related to the weight of the load, and the acceleration a of the human-powered vehicle 10. For example, the predetermined period TX can be shortened as at least one of the running resistance R, the torque TH, the speed ratio B, the wheel size, the air resistance coefficient C, the value related to the front projected area a, the wind speed Va, the rolling resistance coefficient M, the value related to the weight of the load, and the acceleration a of the human-powered vehicle 10 increases. For example, a solid line L11 shown in fig. 6 represents a relationship between the time t from the start of driving of the motor 30 and the gain K when at least one of the running resistance R, the torque TH, the gear ratio B, the size of the wheel, the air resistance coefficient C, the value relating to the front projected area a, the wind speed Va, the rolling resistance coefficient M, the value relating to the weight of the load, and the acceleration a of the human-powered vehicle 10 is less than or equal to a third prescribed value P3 set for each of them. For example, a solid line L12 shown in fig. 6 represents a relationship between the time t from the start of driving of the motor 30 and the gain K when at least one of the running resistance R, the torque TH, the gear ratio B, the wheel size, the air resistance coefficient C, the value relating to the front projected area a, the wind speed Va, the rolling resistance coefficient M, the value relating to the weight of the load, and the acceleration a of the human-powered vehicle 10 exceeds a third predetermined value P3 set for each of them.
(second embodiment)
Referring to fig. 2 and 7, a control device 40 according to a second embodiment will be described. The control device 40 of the second embodiment is the same as the control device 40 of the first embodiment except for the condition for starting the driving of the motor 30, and the same configuration as that of the first embodiment is assigned the same reference numerals as in the first embodiment, and therefore, the description thereof is omitted.
The control unit 42 starts driving of the motor 30 in accordance with the operation of the operation unit 38. The control unit 42 performs, for example, an operation for starting driving of the motor 30 on the operation unit 38, and starts driving of the motor 30 when the manual driving force H is less than or equal to a predetermined value. The predetermined value is, for example, zero (0). For example, when the user pushes the human-powered vehicle 10, the user operates the operation unit 38. The operation unit 38 may be provided with an operation member and a switch for assisting the pushing operation of the human-powered vehicle 10. When the operation portion 38 is operated and the motor 30 is driven, the control portion 42 controls the motor 30 so that the human-powered vehicle 10 is less than or equal to a prescribed speed. The predetermined speed includes, for example, a speed in the range of 3 to 5Km per hour.
The control section 42 changes the change speed X of the output of the motor 30 in accordance with the parameter P. The parameter P includes at least one of a running resistance R of the human-powered vehicle 10, a gear ratio B of the human-powered vehicle 10, a size of a wheel of the human-powered vehicle 10, an air resistance coefficient C, a wind speed Va, a rolling resistance coefficient M, and a value related to a weight of a load of the human-powered vehicle 10.
As the value of the parameter P increases, the control section 42 increases the change speed X. The control unit changes the change speed X by changing the time constant included in the filter unit 86. The control unit 42 may further change the change speed X by setting a gain that changes with time to the control command subjected to the filtering process by the filtering unit 86.
The process of setting the change speed X will be described with reference to fig. 7. When power is supplied from the battery 28 to the control unit 42, the control unit 42 starts the process and proceeds to step S31 of the flowchart shown in fig. 7. When the electric power is supplied, the control unit 42 executes the processing from step S31 every predetermined cycle.
In step S31, the control unit 42 determines whether or not the operation unit 38 is operated. For example, when an operation for assisting the pushing of the human-powered vehicle 10 is performed on the operation portion 38 in a state where the human-powered driving force H is less than or equal to a predetermined value, the control portion 42 determines that the operation portion 38 is operated. When the control unit 42 determines that the operation unit 38 is not operated, the process is ended. When the control unit 42 determines that the operation unit 38 is operated, the process proceeds to step S32.
In step S32, the control unit 42 controls the motor 30 at the change speed X corresponding to the parameter P, and ends the process. For example, the control unit 42 sets a time constant corresponding to the change speed X corresponding to the parameter P to the filter unit 86. The control unit 42 may further change the change speed X by setting a gain that changes with time in the control command subjected to the filtering process by the filtering unit 86.
(modification example)
The description of the embodiments is an example that can be adopted for the control device for a human-powered vehicle according to the present invention, and is not intended to limit the mode. The control device for a human-powered vehicle according to the present invention may be configured by combining, for example, the following modifications of each embodiment and at least two modifications that are not inconsistent with each other. In the following modification, the same reference numerals as in the respective embodiments are given to portions common to the embodiments, and therefore, description thereof is omitted.
In the first embodiment, the gain K that changes with time may not be set in the control command after the filtering process by the filtering unit 86.
In the first embodiment, the prescribed period TX may be changed to a period from the start of driving of the motor 30 until the rotation amount DN of the crank 12 reaches the prescribed amount DN 1. Fig. 8 is a graph showing the relationship between the rotation amount DN of the crank 12 from the start of driving of the motor 30 and the gain K. The relationship between the rotation amount DN of the crank 12 from the start of driving of the motor 30 and the gain K is stored in the storage unit 46 as a table, a relational expression, or a graph. When the driving of the motor 30 is started, as shown in fig. 8, the gain K gradually increases from zero (0) as the rotation amount DN of the crank 12 increases, and when the rotation amount DN of the crank 12 reaches the predetermined amount DN1, the gain K becomes 100%, and thereafter, the gain K is maintained at 100% until the driving of the motor 30 is stopped. The control unit 42 outputs a control command subjected to the filtering process by the filtering unit 86 at a rate of the gain K, thereby changing the response speed Q. The relationship between the rotation amount DN of the crank 12 and the gain K may vary linearly as indicated by a solid line L40 in fig. 8, or may vary in a curved line as indicated by a two-dot chain line L50 and a two-dot chain line L60 in fig. 8.
The relationship between the gain K and the time t from the start of driving of the motor 30 until the rotation amount DN of the crank 12 reaches the predetermined amount DN1 may be changed according to at least one of the running resistance R, the torque TH, the gear ratio B, the size of the wheel, the air resistance coefficient C, the value related to the front projected area a, the wind speed Va, the rolling resistance coefficient M, the value related to the weight of the load, and the acceleration a of the human-powered vehicle 10. For example, the predetermined amount DN1 may be set to decrease as at least one of the running resistance R, the torque TH, the gear ratio B, the size of the wheel, the air resistance coefficient C, the value related to the front projected area a, the wind speed Va, the rolling resistance coefficient M, the value related to the weight of the load, and the acceleration a of the human-powered vehicle 10 increases. For example, a solid line L41 shown in fig. 9 represents a relationship between a gain K and a time t from the start of driving of the motor 30 until the rotation amount DN of the crank 12 reaches a prescribed amount DN1 when at least one of the running resistance R, the torque TH, the gear ratio B, the size of the wheel, the air resistance coefficient C, the value related to the front projected area a, the wind speed Va, the rolling resistance coefficient M, the value related to the weight of the load, and the acceleration a of the human-powered vehicle 10 is less than or equal to a fourth prescribed value P4 set for each of them. For example, a solid line L42 shown in fig. 9 represents a relationship between the time t from the start of driving of the motor 30 and the gain K when at least one of the running resistance R, the torque TH, the gear ratio B, the wheel size, the air resistance coefficient C, the value relating to the front projected area a, the wind speed Va, the rolling resistance coefficient M, the value relating to the weight of the load, and the acceleration a of the human-powered vehicle 10 exceeds a fourth predetermined value P4 set for each of them.
In the first embodiment and its modifications, the processing of step S13, step S14, and step S15 may be omitted. In this case, when it is determined in step S12 that the human-powered driving force H is increasing, a time constant may be set such that the response speed Q becomes a preset response speed, regardless of the parameter P.
In the first embodiment and its modifications, the processing of step S16, step S17, and step S18 may be omitted. In this case, if it is determined in step S12 that the human-powered driving force H has not increased, it is possible to set a time constant at which the response speed Q becomes a preset response speed, regardless of the parameter P.
In each embodiment, when at least one parameter P of the running resistance R, the torque TH, the gear ratio B, the size of the wheel, the air resistance coefficient C, the value related to the projected front area a, the wind speed Va, the rolling resistance coefficient M, the value related to the weight of the load, and the acceleration a of the human-powered vehicle 10 increases and at least one parameter P decreases, the response speed Q or the change speed X of the motor 30 may be changed in accordance with the parameter P having a large influence on the running load of the human-powered vehicle 10 or the parameter P having a high priority set in advance. Information on the parameter P having a large influence on the running resistance R of the manually driven vehicle 10 or the parameter P having a high priority set in advance is stored in the storage unit 46.
In the second embodiment, the processing of the filter unit 86 may be omitted. In this case, the control unit sets a gain that changes with time in the control command.
In the first embodiment and its modified examples, the processing of the filter unit 86 shown in fig. 2 may be omitted. In this case, the control unit 42 sets a gain that varies depending on the time or the rotation amount DN of the crank 12 in the control command.
Description of the symbols
10 … human-powered vehicle, 12 … crank, 30 … motor, 38 … operating unit, 40 … human-powered vehicle control device, 42 … control unit, 44 … detection unit, and 86 … filter unit.

Claims (17)

1. A control device for a human-powered vehicle, comprising,
a control section that controls a motor that assists propulsion of the human-powered vehicle in accordance with human-powered driving force input to the human-powered vehicle,
the control portion changes a response speed of the motor with respect to a change in the human-powered driving force according to a parameter,
the parameter includes at least one of a running resistance of the human-powered vehicle, a torque of the human-powered driving force, a gear ratio of the human-powered vehicle, a size of a wheel of the human-powered vehicle, an air resistance coefficient, a value related to a front projected area of an occupant of the human-powered vehicle, a wind speed, a rolling resistance coefficient, a value related to a weight of a load of the human-powered vehicle, and an acceleration of the human-powered vehicle in a direction in which the human-powered vehicle advances,
wherein the content of the first and second substances,
the driving resistance includes at least one of an air resistance, a rolling resistance of a wheel of the human-powered vehicle, and an acceleration resistance of the human-powered vehicle.
2. The control device for a human-powered vehicle according to claim 1, wherein,
the control portion makes the response speed when the human-powered driving force is increased and the value of the parameter is greater than or equal to a first prescribed value faster than the response speed when the human-powered driving force is increased and the value of the parameter is less than the first prescribed value.
3. The control device for a human-powered vehicle according to claim 1 or 2, wherein,
the control portion accelerates the response speed when the human driving force increases as the value of the parameter increases.
4. The control device for a human-powered vehicle according to claim 1 or 2, wherein,
the control portion makes the response speed when the human-powered driving force is reduced and the value of the parameter is greater than or equal to a second prescribed value slower than the response speed when the human-powered driving force is reduced and the value of the parameter is less than the second prescribed value.
5. The control device for a human-powered vehicle according to claim 4, wherein,
the control unit may slow down the response speed when the human-powered driving force is reduced as the value of the parameter increases.
6. The control device for a human-powered vehicle according to claim 1 or 2, wherein,
the control unit makes the response speed when the human-powered driving force is increased faster than the response speed when the human-powered driving force is decreased.
7. The control device for a human-powered vehicle according to claim 1, wherein,
the control unit makes the response speed in a predetermined period different from the response speed after the predetermined period has elapsed.
8. The control device for a human-powered vehicle according to claim 7, wherein,
the control unit increases the response speed of the human driving force after the predetermined period of time has elapsed, to be faster than the response speed of the human driving force during the predetermined period of time.
9. The control device for a human-powered vehicle according to claim 7 or 8, wherein,
the prescribed period is a period from the start of driving of the motor until a first time elapses.
10. The control device for a human-powered vehicle according to claim 7 or 8, wherein,
the human-powered vehicle includes a crank to which the human-powered driving force is input,
the predetermined period is a period from the start of driving of the motor until the amount of rotation of the crank reaches a predetermined amount.
11. The control device for a human-powered vehicle according to claim 1 or 2, wherein,
the control unit includes a filter unit that performs a filtering process on a control command for the motor, and the control unit changes the response speed by changing a time constant included in the filter unit.
12. A control device for a human-powered vehicle, comprising,
a control unit that controls a motor that assists propulsion of the human-powered vehicle,
the control section starts driving of the motor in accordance with an operation of an operation section and changes a change speed of an output of the motor in accordance with a parameter,
the parameter includes at least one of a running resistance of the human-powered vehicle, a gear ratio of the human-powered vehicle, a size of a wheel of the human-powered vehicle, an air resistance coefficient, a wind speed, a rolling resistance coefficient, and a value related to a weight of a load of the human-powered vehicle,
wherein the content of the first and second substances,
the driving resistance includes at least one of an air resistance, a rolling resistance of a wheel of the human-powered vehicle, and an acceleration resistance of the human-powered vehicle.
13. The control device for a human-powered vehicle according to claim 12, wherein,
the control portion increases the change speed as the value of the parameter increases.
14. The control device for a human-powered vehicle according to claim 12 or 13, wherein,
the control unit includes a filter unit that performs a filtering process on a control command for the motor, and the control unit changes the change speed by changing a time constant included in the filter unit.
15. The control device for a human-powered vehicle according to claim 1 or 12, wherein,
further comprising a detection section for detecting the parameter.
16. A control device for a human-powered vehicle, comprising,
a control section that controls a motor that assists propulsion of the human-powered vehicle in accordance with human-powered driving force input to the human-powered vehicle,
the control portion changes a response speed of the motor with respect to a change in the human-powered driving force according to a parameter,
the parameter includes at least one of a running resistance of the human-powered vehicle, a torque of the human-powered driving force, a gear ratio of the human-powered vehicle, a size of a wheel of the human-powered vehicle, an air resistance coefficient, a value related to a front projected area of an occupant of the human-powered vehicle, a wind speed, a rolling resistance coefficient, a value related to a weight of a load of the human-powered vehicle, and an acceleration of the human-powered vehicle in a direction in which the human-powered vehicle advances,
wherein the content of the first and second substances,
the control unit makes the response speed in a predetermined period different from the response speed after the predetermined period has elapsed, and the control unit controls the response speed in the predetermined period to be different from the response speed after the predetermined period has elapsed
The human-powered vehicle includes a crank to which the human-powered driving force is input,
the predetermined period is a period from the start of driving of the motor until the amount of rotation of the crank reaches a predetermined amount.
17. A control device for a human-powered vehicle, comprising,
a control unit that controls a motor that assists propulsion of the human-powered vehicle,
the control section starts driving of the motor in accordance with an operation of an operation section and changes a change speed of an output of the motor in accordance with a parameter,
the parameter includes at least one of a running resistance of the human-powered vehicle, a gear ratio of the human-powered vehicle, a size of a wheel of the human-powered vehicle, an air resistance coefficient, a wind speed, a rolling resistance coefficient, and a value related to a weight of a load of the human-powered vehicle,
wherein the content of the first and second substances,
the control unit makes the change speed in a predetermined period different from the change speed after the predetermined period has elapsed, and the control unit controls the change speed in the predetermined period to be different from the change speed in the predetermined period
The human-powered vehicle includes a crank to which a human-powered driving force is input,
the predetermined period is a period from the start of driving of the motor until the amount of rotation of the crank reaches a predetermined amount.
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